DE60314075T2 - vehicle transmissions - Google Patents

Description

Field of the invention

The The present invention relates to a transmission that is equipped is with a continuously variable ratio change mechanism and a Rotary gear mechanism with fixed translation, between the Input shaft and output shaft of the transmission arranged parallel to each other are.

Background of the invention

Such a vehicular transmission including a speed-variable speed-change mechanism and a fixed-gear rotation mechanism (a rotation gear mechanism including a gear train) arranged in parallel with each other is known (see, for example, Japanese Patent Publication No. S63 (1988) -14228 and Japanese Patent Laid-Open Publication No. 2002-48213). For example, Japanese Patent Publication No. S63 (1988) -14228 discloses a transmission having a belt-type continuously variable speed-change mechanism and a reduction gear train (a gear-type rotation gear mechanism and a fixed-gear rotation gear mechanism) arranged in parallel between the input shaft and the transmission gear Output shaft of the transmission are arranged, wherein the input shaft is connected to a torque converter which receives the output of a machine. In this transmission, the input shaft is provided with a first hydraulic clutch, which is used to transmit power to the reduction gear train, and is provided with a second hydraulic clutch, which is used to transmit power to the belt-type continuously variable transmission ratio mechanism and the output shaft is provided with a forward / reverse planetary gear train and a starter clutch (main clutch). Also, Japanese Laid-Open Patent Publication No. 2002-48213 discloses a similar transmission (see 1 and 2 ).

In such a transmission is typically the speed change ratio of Reduction gear train for set a speed that is less than the speed at the lowest speed change ratio of continuously variable ratio change mechanism of the belt type. When the vehicle is started, the first hydraulic clutch engaged to the rotational driving force the machine over to transmit the reduction gear train to the drive wheels of the vehicle. After the vehicle has been started, the first becomes hydraulic Coupling released and instead, the second is hydraulic Clutch engaged to apply the force via the continuously variable ratio change mechanism to be transferred by the belt type. Thereafter, a continuously variable speed change is performed so that the vehicle moves smoothly can.

Japanese Laid-Open Patent Publication No. 2002-48213 discloses a transmission having all the features of the preamble of independent claim 1, the reduction gear train of which has a low-speed gear train and a high-speed gear train arranged parallel to each other, as in FIG 3 shown. Also in this case, the speed change ratio of the low speed gear train is set to a ratio for a speed lower than the speed at the lowest speed change ratio of the continuously variable speed change mechanism, and the speed change ratio of the high speed gear train is to a ratio for one speed set greater than the speed at the largest speed change ratio of the continuously variable ratio changing mechanism. This transmission transmits the power via the low-speed gear train when starting the vehicle, and then is switched to the power transmission via the continuously-variable speed change mechanism. Thereafter, the operation of the transmission is switched to the power transmission via the high speed gear train when the speed change ratio of the transmission reaches the highest speed change ratio of the continuously variable speed change mechanism.

In The gear train described for low gear Speed the lowest speed change ratio of Gearbox to a big one To transmit torque which is necessary to get the vehicle out of a standstill start and accelerate. There is that in such a transmission Problem of jerks that can be caused by a large torque that on the drive wheels acts when the transmission from its neutral mode into its mode is engaged with gear engaged, the first hydraulic Clutch is engaged to the rotational drive force of Machine on the drive wheels transferred to (this means, if a so-called operation "with inlaid gear "implemented becomes). Especially when the temperature of the oil that is used to to operate the hydraulic clutch, is low, the engaging effect of the hydraulic clutch likely to be abrupt so that the jerk mentioned above becomes significant. This Problem affected the driving experience of the driver or the comfort of the vehicle.

Summary of the invention

It An object of the present invention is a vehicle transmission to provide a continuously variable ratio change mechanism and a Rotary transmission mechanism with fixed translation and has a smooth operation with engaged gear without any jerk performs, taking the operation with gear engaged from the gearbox of a neutral Mode of the gearbox executed becomes.

A vehicular transmission according to the present invention includes a continuously variable speed change mechanism (for example, a belt type continuously variable speed change mechanism CVT described in the following embodiment) and a fixed speed rotation gear mechanism (for example, the LOW rotary transmission mechanism GT disclosed in US Pat described in the following embodiment) arranged in parallel with each other for transmitting a rotational driving force input from a driving source to wheels. The transmission further includes first friction engagement means (eg, the forward clutch 65 and the reverse brake 66 , which will be described in the following embodiment), second friction engagement means (for example, the LOW clutch 46 described in the following embodiment) and engagement control means (for example, the control unit ECU and the hydraulic control valve HV described in the following embodiment). The first frictional engagement means is provided in the continuously-variable speed-change mechanism for establishing power transmission via the continuously-variable speed-change mechanism, the second friction engagement is provided in the fixed-ratio rotary transmission mechanism for establishing power transmission via the fixed-ratio rotary transmission mechanism, and the engagement control / control means controls the engagement of the first and second friction engagement means. When the transmission is switched from its neutral mode in which both the first and second frictional engagement means are released to its in-gear mode in which the rotational driving force of the drive source is transmitted to the wheels to drive the wheels (i.e. With this arrangement, first, when the in-gear operation is implemented), the engagement control means engages the first or second frictional engagement means which establishes power transmission either through the continuously variable speed change mechanism or the fixed speed rotation gear mechanism whose speed change ratio for a higher speed is set. The engagement control means then releases this corresponding one of the first and second frictional engagement means and engages the other one of the first and second frictional engagement means (this operation is a so-called occupancy control).

In this vehicle transmission is during the Operating with gear engaged first, the first or second frictional engagement engaged to establish a force transmission via the mechanism, its speed change ratio suitable for a higher speed is. At this moment, the wheels receive a relatively small torque, which transmitted at the speed change ratio that will be for a high speed is used. Then this will be one of Frictional engagement released and the other first or second Frictional engagement is engaged to force transmission over the Mechanism to set up its speed change ratio due is for a lower speed. In this case, according to this Speed change ratio, the for one lower speed is used to transmit a relatively large torque. In other words, the wheels will pick up during picking Gear first a small torque and then a large torque, a gentle operation with a gear engaged without any jerk to reach.

In this vehicle transmission, it is preferable that the speed change ratio of the fixed gear rotation gear mechanism is set to a ratio for a speed lower than the speed at the lowest speed change ratio of the continuously variable speed change mechanism. When the transmission is switched from its neutral mode in which both the first and second friction engagement means are released to its in-gear mode in which the rotational drive force of the drive source is transmitted to the wheels to drive the wheels (i.e. when the in-gear operation is implemented), with this arrangement, the engagement control means performs a population control by first engaging the first friction engagement means and then engaging the second friction engagement during release of the first friction engagement means becomes. In this case, it is preferable that the first frictional engagement means is controlled to be engaged while the speed change ratio of the continuously variable speed change mechanism is set to a predetermined ratio which acts to prevent the occurrence of in-flight jerks (this ratio becomes according to the characteristics of the vehicle, the temperature of the hydraulic oil and the like).

On the other side, the speed change ratio of Rotary gear mechanism with fixed ratio to a ratio for a higher speed be set as the speed at the highest speed change ratio of continuously variable ratio change mechanism. In this case, if the transmission from its neutral mode, if both the first and second friction engagements are released are switched to its mode with gear engaged, in which the rotational drive force of the drive source is transmitted to the wheels, around the wheels to drive (when implementing a gear-in operation will) the intervention control means a population control by the second frictional engagement means is instantaneously engaged, this second frictional engagement is released and then the first friction engagement engaged is brought.

Of the further scope of the applicability of the present invention goes from the following detailed descriptions. One should however, note that the detailed description and the specific examples are based on preferred embodiments reference the invention, serve only as a means of illustration, there are many changes and modifications within the scope of the invention thereof detailed description and apparent to those skilled in the art will be.

Short description of drawings

The The present invention will become more fully apparent from the following detailed description Description and the accompanying drawings more understandable be used only for illustration and thus the present Do not limit the invention.

1 Fig. 12 is a cross-sectional view of a vehicle transmission as a preferred embodiment according to the present invention, showing the entire construction of the internal power transmission mechanism.

2 FIG. 12 is a schematic diagram showing the power transmission paths of this transmission. FIG.

3 FIG. 10 is an enlarged cross-sectional view showing only the portion of the transmission that is above the center of the main shaft. FIG.

4 Fig. 15 is another enlarged cross-sectional view showing only the portion of the transmission located between the center of the main shaft and the center of the countershaft.

5 FIG. 12 is an enlarged cross-sectional view showing only the portion of the transmission that is below the center of the countershaft. FIG.

6 Fig. 12 is a block diagram showing the construction of the control system of the transmission.

7 is a table describing control contents executed by the control system.

Description of the preferred embodiments

Now, a preferred embodiment according to the present invention will be described with reference to the drawings. 1 - 5 show a transmission as a preferred embodiment. 1 shows the entire construction of the transmission in a cross-sectional view, while 2 the construction of the power transmission mechanism of this transmission shows. 3 - 5 show enlarges the sections of the gearbox that in 1 are shown, these sections each above the center S1 of the main shaft 17 of the transmission, between the center S1 of the main shaft 17 and the center S2 of the countershaft 18 of the transmission and below the center S2 of the countershaft 18 are arranged.

The transmission TM has a ratio change mechanism in a housing 11 on that from a converter housing 12 , a central housing 14 , a left housing 15 and a cover 16 is constructed. The main shaft 17 and the countershaft 18 , which are arranged parallel to each other, are rotatably supported by bearings in the housing 11 , A torque converter 20 is provided in the converter housing 12 and the right end portion of the main shaft 17 happens to the torque converter 20 , The converter housing 12 is connected to the side of the housing of the machine where the output shaft of the machine is located. The impeller 22 of the torque converter 20 is with the output shaft (crankshaft) 19 the machine via a drive plate 21 connected.

The torque converter 20 has a turbine rotator 23 and a stator 24 in addition to the above-mentioned impeller 22 on. The turbine rotator 23 is with the end of the main shaft 17 connected via splines and the stator 24 is with the case 11 connected. A locking coupling 26 is in a side cover 25 provided, which is arranged so that it the turbine rotator 23 encloses and with the impeller 22 is verbun the. The locking coupling 26 is with a disc-like piston 27 fitted, slidable on the outer surface of a cam 23a is arranged on the turbine rotator 23 is provided. The outer part of the piston 27 is with a friction lining 28 provided and glued to this, which is fixed by friction to a wall, which on the side cover 25 is provided, and rests against her.

In the locking coupling 26 The hydraulic pressure acts in the interior of the transducer, where the pump wheel 22 , the turbine rotator 23 and the stator 24 to the piston 27 to push to the right while the hydraulic pressure in a locking oil chamber 27a acts, which is enclosed by the piston 27 and the side cover 25 to the piston 27 to press left. The lock control / regulation pressure of the lock oil chamber 27a via an axial bore 27b is fed into the main shaft 17 is provided axially, is used to attach the friction lining 28 of the piston 27 on the inside wall of the side cover 25 to control, thereby controlling the operation of the engagement of the lock-up clutch.

In the transmission, a belt-type continuously variable speed-change mechanism CVT and a fixed-ratio (one-gear) LOW rotary transmission mechanism GT are arranged in parallel with each other around the main shaft 17 and the countershaft 18 rotatably connect with each other.

The belt type continuously variable transmission change mechanism CVT has a drive pulley 30 on that through the main shaft 17 is stored, a driven pulley 35 , which in turn is stored by the countershaft 18 and a metal strap 34 which is around these pulleys 30 and 35 is arranged around. The drive pulley 30 has a stationary pulley half 31 on that on the main shaft 17 is rotatably mounted and a movable pulley half 32 in the axial direction of the pulley, softening closer to the stationary pulley half 31 in the axial direction of the pulley and can be moved away from this. The driven pulley 35 has a stationary pulley half 36 on, on the countershaft 18 is fixed and a movable pulley half 37 , which are closer to the stationary pulley half 36 in the axial direction of the pulley and can be moved away from this.

A forward / reverse switching mechanism 60 , which is a gear train type planetary gear mechanism, is adjacent to the drive pulley 30 on the main shaft 17 intended. The forward / reverse switching mechanism 60 has a sun wheel 61 , a ring gear 62 , a carrier 63 and a variety of planet gears 64 on. The sun wheel 61 is connected to the main shaft 17 and the ring gear 62 that with the drive pulley 30 connected is from the sun gear 61 removed and surrounding and rotatable about the main shaft 17 intended. The carrier 63 is rotatable on the main shaft 17 provided and the planetary gears 64 are rotatably supported by the carrier 63 and grab the sun gear 61 and the ring gear 62 at the same time. The ring gear 62 and the drive pulley 30 can with the sun gear 61 (and the main shaft 17 ) via a multi-plate forward clutch 65 engaged and disengaged from the wet type and the wearer 63 can also with the case 11 via a multiple disc reverse brake 66 engaged and disengaged from the type of wet used to the wearer 63 to keep stationary.

To advance the vehicle, the forward clutch becomes 65 engaged to the sun gear 61 , which together with the main shaft 17 rotated as a single body, with the ring gear 62 and the drive pulley 30 connect so that the drive pulley 30 coinciding with the main shaft 17 can rotate together. In this case, the rotation of the main shaft on the drive pulley 30 transferred directly.

To reverse the vehicle, the reverse brake is used 66 engaged to the wearer 63 opposite the housing 11 to hold and fix so that the rotation of the sun gear 61 , which with the main shaft 17 is connected, reduced and reversed by the planetary gear mechanism in the direction before it reaches the ring gear 62 is transmitted. In other words, the ring gear rotates 62 in the opposite direction and at a lower speed than that of the main shaft 17 and this resulting rotation is transmitted to the drive pulley 30 that with the ring gear 62 connected is.

While the drive pulley 30 either forward (that is, the direction that coincides with the direction of the main shaft 17 is identical) or backward (that is, the direction opposite to the direction of the main shaft 17 ) is driven, the rotation of the drive pulley 30 to the driven pulley 35 over the metal belt 34 transfer. While the rotational force transmission is performed by the belt-type continuously variable speed change mechanism CVT in this manner, the speed change ratio of this mechanism is controlled to continuously vary without any steps. This continuously variable speed change operation is performed by each of the bewegli che pulley half 32 the drive pulley 30 and the movable pulley half 37 the driven pulley 35 is moved in the axial direction.

The drive pulley 30 is for the displacement of the respective movable pulley half with a drive pulley cylinder 33 equipped on one side of the movable pulley half 32 is appropriate. A piston section 32a the drive pulley, the side of the movable pulley half 32 is slidably fitted in the drive pulley cylinder 33 , creating an internal oil chamber 33 the drive pulley is defined. A piston 38 the drive pulley facing one side of the movable pulley half 37 the drive pulley 35 is slidably inserted into the driven pulley cylinder 37a , which is provided laterally on the movable pulley half 37 , this arrangement being an internal oil chamber 38a the drive pulley defined. The oil chamber of the drive pulley 33a and the oil chamber of the driven pulley 38a are each supplied with hydraulic oil from a hydraulic control valve / control valve HV, which will be described in detail below, to the movable pulley half 32 the drive pulley 30 and the movable pulley half 37 the driven pulley 35 axially in the control / control, which changes the speed change ratio of the continuously variable ratio change mechanism.

The LOW rotary gear mechanism GT has a LOW drive gear 41 , a LOW intermediate gear 42 and a LOW output gear 45 on. The LOW drive gear 41 is with the main shaft 17 connected at the left end and the LOW-free transmission 42 is through the case 11 rotatably supported and engages in the LOW drive gear 41 , The LOW output gear 45 is at the left end of the countershaft 18 rotatably provided and engages in the LOW intermediate gear 42 , In particular, the LOW output gear 45 with the countershaft 18 via a one-way clutch 44 and a multi-plate LOW clutch 46 connected by the type of wet provided in series. In this arrangement, the LOW clutch 46 controlled / controlled to be engaged for the power transmission via the LOW rotation gear mechanism GT. While the LOW clutch 46 is engaged, only the rotation that drives the vehicle forward, from the LOW output gear 45 to the countershaft 18 because of the effect of the one-way clutch 44 transfer.

As described above, the power transmission paths from the main shaft 17 to the countershaft 18 by the forward / reverse switching mechanism 60 , the continuously variable speed change mechanism CVT and the LOW rotation gear mechanism GT. These two power transmission paths are arranged in parallel with each other, and the speed change ratio (gear ratio) R of the LOW rotation gear mechanism GT is set to a ratio for a speed lower than the speed at the lowest speed change ratio R (LOW) of the CVT CVT.

At the right end of the countershaft 18 is a final drive gearbox 47 connected, which in a first reduction gear 49 that engages on a reduction shaft 48 is attached by the housing 11 is rotatably supported. Also a second reduction gearbox 50 , which with the reduction wave 48 forming a single body engages a final output gear 53 , which with the differential box 52 a differential mechanism 51 connected is. The differential mechanism 51 is well-known and he has differential pinion 55 and differential side gears 57 on. The differential pinions 55 be rotated by a pinion shaft 54 supported in the differential box 52 is provided, and the differential side gears 57 are on the right and the left axis 56R and 56L attached to the differential box 52 are introduced and they mesh with the differential pinions 55 , By this arrangement of gears or these gear trains, the rotation of the counter shaft 18 to the right and left axis 56R and 56L transfer. This rotation gear mechanism will be hereinafter referred to as "end rotation gear mechanism FG".

Start and drive control

Now, the operation, that is, the start and travel control of the transmission TM constructed as described above, will be described according to the control system / control system described in FIG 6 will be shown.

First, the construction of the control system / control system described in FIG 6 will be shown. The control system / control system includes a hydraulic control valve HV 75 and a control unit / control unit ECU 70 on. The hydraulic control valve / control valve HV adjusts the hydraulic pressure 76 and pass it on to the LOW clutch 46 , the forward clutch 65 , the reverse brake 66 , the oil chamber 33a the drive pulley and the oil chamber 38a the output pulley of the transmission TM and the control unit / control unit ECU controls the operation of the hydraulic control valve tils / control valve HV. Specifically, the electric power supply for the spool valves constituting the hydraulic control valve HV is controlled by the control unit ECU with control signals sent from the control unit ECU. For controlling the outputs of the control signals, the control unit ECU receives a machine rotation signal Ne from a machine rotation sensor 71 , a rotation signal of the main shaft Nm from a rotation sensor 72 the main shaft, a rotation signal Nc of the countershaft of a rotation sensor 73 the countershaft, a rotation signal ND of the drive pulley from a rotation sensor 74 the drive pulley and a shift position signal Sp and R from a shift position sensor 77 , Here, a vehicle speed signal may be used instead of a rotation signal Nc of the counter shaft. The shift position sensor 77 detects the position of the shift lever, which is operated at the driver's seat. For example, when the shift lever is moved to the R position (reverse range), N position (neutral) or D position (drive range), an R, N or D position signal corresponding to the control unit ECU becomes responsive the operation of the shift lever sent.

Neutral stop control / stop control

First, the neutral stop control / stop control which is executed when the driver operates the shift lever and moves it to the N position will be described. When the shift lever is set to the N position, the hydraulic pressure applied to the LOW clutch becomes 46 , the forward clutch 65 and the reverse brake 66 acts, essentially reduced to zero, to release these clutches and brakes. At the same time, the hydraulic pressure acting on the oil chamber 33a the drive pulley and the oil chamber 38a the driven pulley acts to be controlled to bring the speed change ratio of the continuously variable ratio change mechanism CVT to a predetermined ratio (for example, a ratio that attains a lowest speed). In this way, the power transmission in the forward / reverse switching mechanism 60 and at the LOW clutch 46 of the LOW rotary gear mechanism GT is cut off while the continuously variable speed change mechanism CVT is set to the predetermined ratio. As a result, the transmission TM is set in its neutral state.

Forward run control / regulation

Now, the forward start control of the vehicle will be described. This control is executed after the vehicle has come to a stop and when the driver has moved the shift lever from the N position (neutral) to the D position (running range). When the shift lever is moved from the N position to the D position, this movement will be from the shift position sensor 77 detected and a D-position signal is sent to the control unit / control unit ECU. The control unit ECU controls, after receiving this signal, the hydraulic control valve HV to the forward clutch 65 to supply with a relatively low pressure, which causes the forward clutch 65 is gradually engaged (an engagement control pressure / engagement control pressure that is less than the maximum engagement control pressure / engagement control pressure).

As a result, the transmission is placed in its engaged gear mode with the rotational drive force of the engine E via the torque converter 20 , the forward / reverse switching mechanism 60, the continuously variable ratio change mechanism CVT, and the end rotation gear mechanism FG are transmitted to the wheels. The speed change ratio (gear ratio) R (GT) of the LOW rotation gear mechanism GT is set to a ratio for a speed lower than the speed at the lowest speed change ratio R (LOW) of the continuously variable ratio change mechanism CVT. Because the forward clutch 65 is gradually engaged with a relatively small pressure, here is the torque is small, which is transmitted to the wheels, and the torque transmission is gradual. Therefore, no jerk is generated at the transition to the engaged gear state. Further, in view of the prevention of gear insertions, it is preferable that the speed change ratio of the CVT CVT should be set to a predetermined ratio for a speed higher than the speed at the lowest speed change ratio R (LOW). However, for a smooth transition to a driving operation following this in-gear operation, this predetermined ratio should be a ratio that reaches a speed that is as low as possible within a range of ratios effective for preventing in-flight jacks is possible. In this regard, the predetermined ratio becomes opti in consideration of the characteristics of the vehicle (for example, the vehicle weight) and the operating ratios (for example, the temperature of the transmission oil) set times.

After starting the operation with gear engaged, gradually start the forward clutch 65 is engaged, controls the control unit / control unit ECU, the hydraulic control valve / control valve HV to the forward clutch 65 fast for the transition to the engagement control / engagement control of the LOW clutch 46 to disengage. In other words, the forward clutch becomes 65 only used to initiate a gear-in operation while preventing any jolt and the true starting operation is performed by the LOW clutch 46 is engaged. The time for the transition from the release of the forward clutch 65 to the intervention of the LOW clutch 46 is predetermined and set with a timer or may be from the rotation change of the countershaft 18 be determined.

When the shift lever is moved from the N position (neutral) to the D position (drive range), first, as described above, the forward clutch 65 is gradually engaged to achieve a gear-in state via the CVT CVT whose speed change ratio is set to a relatively high speed ratio. Thereafter, a rapid transition to the operation of the engagement of the LOW clutch takes place 46 for a startup operation. In this way, a so-called "occupancy control / occupancy control" is performed to achieve a smooth start operation by this in-gear operation for preventing any jerk.

After the transition to the engagement control / engagement control of the LOW clutch 46 The rotation driving force of the engine E is transmitted to the wheels via the LOW rotation gear mechanism GT at a ratio R (GT) for a lowest speed. If the accelerator pedal is not pressed here, the machine is idling. In this state, the engagement of the LOW clutch 46 controlled / regulated to transmit a so-called "creep" torque to the wheels. When the accelerator pedal is depressed thereafter, the LOW clutch becomes 46 is further engaged to transmit the output of the engine to the wheels at the lowest speed change ratio R (GT) at the start of the vehicle.

Forward motion control / -regelunq of the vehicle

After the vehicle has been started in the manner described above while the LOW clutch 46 is engaged and as the speed of the vehicle increases, the forward clutch becomes 65 engaged for transfer to the power transmission via the CVT CVT. Here, the speed change ratio of the continuously variable speed change mechanism CVT is controlled to continuously change continuously, for example, according to the accelerator opening and the vehicle speed in a running operation of the vehicle. This shift control is executed, for example, to bring the actual rotational speed NDRa of the drive pulley to a target rotation speed NDRo of the drive pulley.

Reverse start control and travel control of the vehicle

On the other hand, the operation for starting and reversing the vehicle is performed by the engagement of the reverse brake 66 is regulated / controlled. As mentioned above, the carrier becomes 63 held stationary when the reverse brake 66 is engaged. Under this condition, the rotation that comes from the sun gear 61 which is transmitted to the main shaft 17 is reduced in the planetary gear mechanism and the direction of rotation is reversed there. This resulting rotation is on the ring gear 62 and the drive pulley 30 transferred to the ring gear 62 is connected, and the rotational driving force is transmitted via the continuously variable transmission varying mechanism CVT to the final rotation transmission mechanism FG and then to the wheels to start the vehicle and reverse. Here, the lowest speed change ratio R (LOW) of the continuously variable speed change mechanism CVT is a ratio of a speed higher than the speed of the speed change ratio R (GT) of the LOW rotation gear mechanism GT. The rotational speed, however, that of the main shaft 17 on the drive pulley 30 is transmitted in the forward / reverse switching mechanism 60 reduced for the reverse drive of the transmission. Therefore, the speed change ratio in its entirety for the reverse drive of the transmission is almost the same as the speed change ratio R (GT) of the LOW rotation gear mechanism GT for the forward start, and thus also during the reverse start to the wheels, a starting torque which is the same as the torque is transmitted for the forward start.

7 Fig. 12 shows a summary of the control contents for providing hydraulic pressure to the LOW clutch, respectively 46 , the forward clutch 65 , the reverse brake 66 , the oil chamber 33a the drive pulley and the oil chamber 38a the output pulley in the forward start control, the reverse drive control and the reverse start and travel control described above. in the 7 indicates the flag "O" that an engagement control / engagement control or supply control of the hydraulic pressure is executed. A space indicates that a release control is performed, and a flag "Δ" indicates that a partial engagement control / engagement control is executed as a population control.

Another embodiment

In another embodiment according to the present invention, the transmission may be equipped with an OD rotation gear mechanism whose speed change ratio can reach a highest speed in addition to a LOW rotation gear mechanism GT described above. The speed change ratio R (OD) of the OD rotary gear mechanism is set to a ratio that reaches a higher speed than the speed achievable by the speed change ratio R (TOP) of the continuously variable ratio change mechanism CVT. The gearbox is also equipped with an OD coupling whose construction is compatible with the construction of the LOW coupling 46 is identical. In this transmission, first, the OD clutch is gradually engaged when the shift lever is moved from the N position to the D position. Then, a occupancy control / occupation control is performed, which quickly releases the OD clutch and engages the forward clutch to achieve a smooth forward start operation without any in-gearucking.

In This gear is the speed change ratio of continuously variable ratio change mechanism CVT for the starting mode to a speed change ratio R (LOW) for a lowest Speed set and the rotational driving force of the machine will over the continuously variable ratio change mechanism ask about the wheels. Thereafter, the speed change ratio is controlled / controlled, about the vehicle speed and the like according to the Akzelleratoröffnung continuously stepless to change. When the speed change ratio of the continuously variable speed change mechanism CVT its highest Speed change ratio R (TOP) reached, the forward clutch is released and instead, the OD clutch is engaged for transmission the rotational drive force over the OD rotary gear mechanism.

As As described above, a vehicle transmission according to the present invention a continuously variable ratio change mechanism and a fixed gear rotation gear mechanism on. Furthermore, it has a first friction engagement, the is used to transmit power over the continuously variable ratio change mechanism adjust a second frictional engagement used to a power transmission over the To set the rotation gear mechanism with fixed translation and an intervention control means / intervention control means comprising the Engagement of the first and second friction engagement means controls. With this arrangement, the engagement control means / intervention control means First, the first or second frictional engagement engaged, the a power transmission over the continuously variable ratio change mechanism or over adjusts the fixed gear rotation mechanism whose Speed change ratio on a higher one Speed is set when the transmission is off its neutral Mode is switched to its engaged gear mode. The Intervention control means / intervention control means then gives this free first and second frictional engagement and bring the respective other first or second friction engagement in engagement (this operation is a so-called occupancy control / occupancy control). In other words, the power transmission is on the wheels while operation with gear engaged through the mechanism, whose speed change ratio for a higher speed is set so that a relatively low torque on the Transfer wheels becomes. Thereafter, the power transmission over the Mechanism performed, its speed change ratio for a lower Speed is set so that transmit a relatively large torque becomes. This process results in a smooth operation with inlaid Gear and does not generate jerks.

In this vehicle transmission, it is preferable that the speed change ratio of the fixed gear rotation transmission mechanism is set to a ratio for a speed lower than the speed at the lowest speed change ratio of the continuously variable speed change mechanism. When the transmission is switched from its neutral mode where both the first and second friction engagements are enabled to its engaged gear mode where the rotational drive power of the drive source is transmitted to the wheels to drive the wheels (ie, when in operation) implemented with gear engaged), the intervention control means / engaging action leads With this arrangement, an occupation control is effected by first engaging the first frictional engagement means and engaging the second frictional engagement means upon release thereof. In this case, it is preferable that the first friction engagement means is controlled so as to be engaged while the speed change ratio of the continuously variable ratio changeover mechanism is set to a predetermined ratio effective to prevent the occurrence of engagement shoes (FIG. this ratio is determined according to the characteristics of the vehicle, the temperature of the hydraulic oil and the like).

Also the speed change ratio of the rotation gear mechanism with fixed translation can on a relationship for one higher Speed can be set as the speed at the highest Speed change ratio of continuously variable ratio change mechanism. When the transmission from its neutral mode in which both the first as well as the second friction engagement is released, in its mode is engaged with gear engaged where the rotational driving force transmit the drive source to the wheels gets to the wheels to drive (that is if an operation with gear engaged is implemented) leads in this Case the intervention control means / engagement control means a Occupancy control / occupation control by the second friction intervention is instantaneously engaged, this second frictional engagement is released and then the first friction engagement engaged is brought.

The The invention thus described makes it obvious that these can be varied in many ways. Such variations should are not considered to be a departure from the scope of the invention and it is intended that all these modifications be made by those skilled in the art are included within the scope of the following claims are.

A transmission equipped with a continuously variable speed change mechanism CVT and a LOW rotation gear mechanism GT arranged in parallel with each other has a forward clutch 65 and a reverse brake 66 Used to set a power transmission via the continuously variable ratio changing mechanism, a LOW clutch 46 , which is used to adjust a power transmission via the LOW rotation gear mechanism, and a control unit ECU and a hydraulic control valve HV, which control the engagement of the clutches and the brake. When the transmission is switched from its neutral mode to its engaged gear mode, the forward clutch first becomes 65 gradually engaged and then released before the LOW clutch 46 engaged in a population control / staffing scheme.

Claims (4)

A vehicle transmission (TM) equipped with a continuously variable speed change mechanism (CVT) and a fixed gear rotation gear mechanism (GT) arranged in parallel with each other for transmitting a rotational drive force input from a driving force source (E) to wheels; the transmission comprising: a first frictional engagement means ( 65 ) provided in said continuously variable speed change mechanism for establishing a power transmission via said continuously variable speed change mechanism; a second friction engagement ( 46 ) provided in said fixed-ratio rotary gear mechanism for establishing a power transmission via said fixed-ratio rotary gear mechanism; and intervention control means (ECU, HV) controlling the engagement of the first and second friction engagement means, characterized in that when the transmission is of a neutral mode in which both the first and second friction engagement means (16) 65 . 46 ) is switched to a gear-in mode in which the rotational drive power of the drive source (E) is transmitted to the wheels to drive the wheels, first the engagement control means (ECU, HV) of one of the two friction engagement means ( 65 . 46 ), which establishes a power transmission via the CVT or the fixed-gear rotation mechanism (GT) whose speed change ratio is set to achieve a higher transmission output speed, and the engagement control means (ECU, HV) then one of the two friction engagements ( 65 . 46 ) and engage the other of the two friction engagements. The vehicular transmission according to claim 1, wherein the speed change ratio of the fixed gear rotation gear mechanism (GT) is set to a ratio for a speed lower than the speed at a lowest speed change ratio of the continuously variable speed change mechanism (CVT); and when the transmission is of the neutral mode in which both the first and second friction engagement means (16) 65 . 46 ) is enabled in the mode First, the engagement control means (ECU, HV) controls the first friction engagement means (15), the rotational drive force of the drive source (E) being transmitted to the wheels to drive the wheels. 65 ) and then the first friction engagement ( 65 ) and the second frictional engagement ( 46 ). Vehicle transmission according to claim 2, wherein when the transmission from the neutral mode, in which both the first and the second friction engagement means ( 65 . 46 ), is switched to the gear-in mode, wherein the rotational drive force of the drive source (E) is transmitted to the wheels to drive the wheels, the first friction engagement ( 65 ) while the speed change ratio of the continuously variable ratio change mechanism (CVT) is set to a predetermined ratio which serves to prevent the occurrence of gear insert jerks. The vehicle transmission according to claim 1, wherein the speed change ratio of the fixed gear rotation gear mechanism (GT) is set to a ratio for a speed greater than the speed at a largest speed change ratio of the continuously variable ratio mechanism (CVT); and when the transmission is of the neutral mode in which both the first and second friction engagement means (16) 65 . 46 ), is switched to the gear-in mode, wherein the rotational drive force of the drive source (E) is transmitted to the wheels to drive the wheels, first the engagement control means (ECU, HV) the second frictional engagement means ( 46 ) and then the second frictional engagement means ( 46 ) and the first friction engagement ( 65 ).